JPH03128728A - Suspension structure for car final deceleration device - Google Patents

Abstract

PURPOSE:To minimize the inclination of a drive shaft by furnishing a car with a final deceleration device, and suspending it resiliently on the car body, with the supporting position well aligned, so that only rolling displacement is generated in the device by the reaction torque around the drive shaft and the reaction torque around the axle of a drive wheel. CONSTITUTION:The drive force of an engine, not illustrated, is transmitted to a drive shaft 2 through a propulsive shaft 9 and a universal joint 6, while the revolutions of this drive shaft 2 are reduced by a speed reduction device composed of a pinion 3 and a major gear 4, the direction being changed, and forwarded to the left and right output shafts 5, 5, and further transmitted to the axes 8, 8 coupled with the left and right drive wheels, not illustrated, via another universal joint 7. A final reduction device 1 is suspended by members 11, 12 coupled with the car bodyat the supporting points S1-S3. The roll shaft of the device 1 lies between the supporting points S1, S2, and the resultant torque supporting surface passing the point S1 passes by the car leftmore than the point S2, while the resultant torque supporting surface passing the point S2 passes by the car leftmore than the point S3.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to an improvement in a structure for suspending a final reduction gear for a vehicle on a vehicle body, and particularly relates to a drive shaft having a reduction pinion of a reduction gear device at an end thereof. By suppressing the inclination of the drive shaft as much as possible, the bending that causes vibration and noise that occurs in the connecting part between the drive shaft and the propulsion shaft (propeller shaft) that receives the driving force of the engine, and in the universal joints that make up the propulsion shaft This is to prevent the generation of force.

[Conventional technology]

The final reduction gear for a vehicle receives reaction torque around the drive shaft and reaction torque around the drive wheel axle, so if it is rigidly connected to the car body, these reaction torques can cause vibrations and noise in the car body. Since it is transmitted, it is necessary to suspend it elastically.

However, even if it is simply suspended elastically, it is not possible to completely eliminate the movement of the final reduction gear itself, so it is necessary to reduce the influence of vibration of the final reduction gear on the members connected to it, especially on the propulsion shaft side. Various techniques have been proposed for this purpose.

For example, in the technique described in Japanese Patent Application Laid-Open No. 61-125924, the final reduction gear is elastically supported on the vehicle body by suspension elements at two or more points, and one of the suspension elements is connected to the other suspension element. By transferring the torque (synthetic torque of starting torque and propulsion shaft torque) determined by The supporting rigidity and supporting position of the suspension elements are matched so that the same magnitude of rocking motion is given, and thereby,
We were able to suppress the displacement of the connection point and improve its durability.

[Problem to be solved by the invention]

However, with the above conventional technology, although it is possible to suppress the swinging of the connection point itself, it is not possible to prevent the displacement (tilt) of the drive shaft itself due to starting torque or propulsion shaft torque. In a propulsion shaft equipped with a universal joint such as a cardan joint, noise and vibration are generated by the secondary couple generated by the joint angle. This increases due to the tilt of the drive shaft due to the displacement of the drive shaft, which has become a big problem.

Therefore, this invention was made by focusing on such unresolved problems in the conventional technology, and has been developed to develop a vehicle terminal that can minimize the displacement (inclination) of the drive shaft connected to the propulsion shaft. The purpose is to provide a suspension structure for a reduction gear.

[Means for Solving the Problem] In order to achieve the above object, the invention according to claim (1) provides a drive shaft (7) connected to the propulsion shaft and extending in the longitudinal direction of the vehicle.
A drive wheel axle connected to the propulsion shaft and extending in the vehicle width direction,
The support positions are aligned so that only rolling displacement occurs in the vehicle final reduction gear due to the reaction torque around the drive shaft and the reaction torque around the drive wheel axle, and the vehicle final reduction gear is made elastic. It was suspended on the vehicle body.

In addition, in order to achieve the above object, the invention according to claim (2) provides a drive wheel (7) connected to the propulsion shaft and extending in the vehicle longitudinal direction; and a drive wheel axle connected to the propulsion shaft and extending in the vehicle width direction. The drive wheel axles connected to each other and extending in the vehicle width direction are supported at a support position such that only rolling displacement is caused in the vehicle final reduction gear by the reaction torque around the drive shaft and the reaction torque around the drive wheel axle. The final reduction gear for a vehicle is elastically suspended on the vehicle body by matching support rigidity.

In order to achieve the above object, the invention according to claim (3) provides a driving wheel (7) connected to the propulsion shaft and extending in the longitudinal direction of the vehicle; In the driving wheel axle which is connected to each other and extends in the vehicle width direction, the vehicle final reduction gear is connected to the first. In the second case, the vehicle body is elastically suspended at the fourth support point, and a roll axis parallel to the drive shaft is set between the first and second support points, and the second The support point is located behind the first support point of the vehicle, is perpendicular to the bottom torque vector of the reaction torque around the drive shaft and the reaction torque around the drive wheel axle, and is located at the first support point. located within an area sandwiched at an acute angle between a first synthetic torque support surface passing through the support point and an axle plane perpendicular to the axis extending in the vehicle width direction and including the roll axis; The point is located on the opposite side of the second support point across the first synthetic torque support surface and on the same side as the second support point across the axle plane. .

Furthermore, the invention as set forth in claim (4) transfers the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheel axle connected to the drive wheel and extending in the vehicle width direction. In the drive wheel axle extending in the first direction, the vehicle final reduction gear is connected to the first drive wheel axle. In the second case, the fourth support point is elastically suspended on the vehicle body, and a roll axis parallel to the drive shaft is set between the first and second support points,
The second support point is located behind the first support point in the vehicle, and is orthogonal to a composite torque vector of the reaction torque around the drive shaft and the reaction torque around the drive wheel axle, and located within an area sandwiched at an acute angle between a first resultant torque support surface passing through the first support point and an axle plane that is perpendicular to the axis extending in the vehicle width direction and includes the roll axis;
Furthermore, the third support point is on the opposite side of the first support point across a second resultant torque support surface that is orthogonal to the resultant torque vector and passes through the second support point, and It was arranged to be located on the same side as the first support point across the axle plane.

The invention described in claim (5) is based on the above claim (3).
Or in the invention described in (4), the distance in the vehicle width direction between the roll axis and the first support point is X1, and the distance between the roll axis and the second support point is X1.
X2 is the distance in the vehicle width direction between the support point and the third support point, X3 is the distance in the vehicle width direction between the roll axis and the third support point, and Lz is the distance between the second resultant torque support surface and a third resultant torque support surface that is orthogonal to the resultant torque vector and passes through the third support point. The distance between the composite torque support surface and the first composite torque support surface is L1, and the distance between the composite torque support surface and the first composite torque support surface is L1, and the distance between the composite torque support surface and the first composite torque support surface is L1. In the second case, if the support rigidity of the fourth support point is set to +, kz and 3, then k+
:kz :k.

1 1 1X113
IlI□ Xzffi +□lz+ Xylzx
Ry... (1) Said 1st. 2nd° The support position of the third support point and the support rigidities kl+k1 and k2 were matched.

Moreover, the invention described in claim (6) is the invention described in either claim (3) or (4) above, in which the roll shaft is aligned with the axis of the drive shaft.

Furthermore, the invention as set forth in claim (7) transfers the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheel axle connected to the drive wheel and extending in the vehicle width direction. In the drive wheel axle extending in the direction, the support position is such that only rolling displacement around the drive shaft is caused in the vehicle final reduction device by the reaction torque around the drive shaft and the reaction torque around the drive wheel axle. The final reduction gear for a vehicle is elastically suspended on the vehicle body by matching support rigidity.

The invention described in claim (8) transmits the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheels connected to the drive wheels and extending in the vehicle width direction via a reduction gear device. In the drive wheel axle connected to the axle and extending in the vehicle width direction, the vehicle final reduction gear is connected to the first. In the second case, the fourth support point is elastically suspended on the vehicle body, the first support point is arranged on the front side of the vehicle across the axis of the drive wheel axle, and the second support point is the third support point is placed on the opposite side of the reduction gear of the reduction gear device, and the second support point is placed on the opposite side of the reduction gear on both sides of the axis of the drive shaft; The first. In the second case, the support rigidity of each of the fourth support points is , 2 and 3, and the ratio of the reaction torque TR around the drive shaft to the reaction torque TP around the drive wheel axle. T p / T R is ζ2, in the first case, the distance in the vehicle width direction between the fourth support points is eI, and the distance in the vehicle width direction between the axial center line of the drive shaft and the third support point is The distance of e
2. In the second case, the distance in the vehicle width direction between the fourth support points is e, the distance in the vehicle longitudinal direction between the first and second support points is d, and in the first case, , when the distance in the longitudinal direction of the vehicle between the fourth support points is d2, the first . 2. 2. The support position of the third support point and the support rigidity kl+. 3 was made consistent.

Note that even if the relationships in equations (2) and (3) above are not strictly satisfied, significant effects can be expected.

For example, as in the invention described in claim (9), when the first support point is arranged on the front side of the vehicle across the axis of the drive wheel axle, and the second support point is arranged on the front side of the vehicle, the fourth support point is disposed on the rear side of the vehicle, and in the first and second cases, the fourth support point is disposed on the opposite side of the reduction gear of the reduction gear device, and the second When the support point is arranged on the side of the reduction gear, the support rigidity of the third support point may be made relatively lower than the support rigidity of the first and second support points. According to the invention described in Item 0, in the first case, the fourth support point is arranged on the front side of the vehicle, and the second support point is placed on the rear side of the vehicle, across the axis of the drive wheel axle. the third support point is located on the opposite side of the reduction gear of the reduction gear device, and the first and second support points are placed on the side of the reduction gear. In the case where the first support point is arranged, the support rigidity of the first support point may be relatively lower than the support rigidity of the fourth support point in the second case. According to the invention, in the first case, the fourth support point is arranged on the front side of the vehicle, and the second support point is arranged on the rear side of the vehicle, and the second support point is arranged on the rear side of the vehicle, and The first
In this case, the fourth support point is arranged on the opposite side of the reduction gear of the reduction gear device, and the second support point is arranged on the side of the reduction gear, and in the first case, the When the distance in the vehicle width direction between the fourth support points is set to zero, in the first case, the support rigidity of the fourth support point is made relative to the support rigidity of the second support point. It should be lower than that.

Further, as in the invention described in claim (12), in the invention described in any one of claims (9) to (11),
In the first and second cases, even if the fourth support point is arranged as described above, the above equations (2) and (3) may be satisfied.

In the invention described in claim (13), in the invention described in any one of claims (8) to 1. In the second case, the fourth support point is arranged within a plane that includes the axis of the drive shaft.

Further, as in the invention described in claim (13), in the invention described in any one of claims (3) to (6) and (8) to (13), the first. In the second case, when the vehicle final reduction gear is suspended at the fourth support point of the drive shaft, the support rigidity of the fourth support point is
Said 1st. In the second case, the support rigidity is made relatively lower than the support rigidity of the fourth support point.

[Effect]

First, in order to easily understand the operation of the present invention, the theoretical background thereof will be explained.

FIG. 6 is a schematic plan view of the final reduction gear for a vehicle.
This final reduction gear 1 includes a drive shaft 2 extending in the longitudinal direction of the vehicle, a reduction gear 3 formed on the right end side of the drive shaft 2, and a drive shaft 2 that meshes with the reduction gear 3. It is provided with a large reduction gear 4 that reduces the rotational force of the gear and changes its direction, and an output shaft 5 that outputs the rotational force of the large reduction gear 4 to the left and right. In this case, the small reduction gear 3 and the large reduction gear 4 constitute a reduction gear device.

The left end of the drive shaft 2 is connected to a propulsion shaft (not shown) via a universal joint 6, so that the rotational force generated by the engine (not shown) is transferred to the propulsion shaft and the universal joint 6. The signal is transmitted to the drive shaft 2 via.

Further, the left and right output shafts 5 are connected via a universal joint 7 to a drive wheel axle (not shown) that is connected to the left and right drive wheels and extends in the vehicle width direction, so that the rotational force of the output shaft 5 is is transmitted to the drive wheels via the universal joint 7 and the drive wheel axle.

The final reduction gear 1 has three support points St.

S2 and S are elastically suspended from the vehicle body (not shown).

Here, if M is the torque applied manually from the propulsion shaft and the final reduction ratio of the final reduction gear, a torque of ζM is applied to the output shaft 5.

Further, when the final reduction gear device 1 attempts to roll due to the torque M around the drive shaft 2, a relative change in angle occurs between the output shaft 5 and the drive wheel axle due to the universal joint 7.

At this time, since a torque of ζM is applied to the universal joint 7, the direction in which the output shaft 5 and the driving wheel axle are returned to a straight line is
That is, a friction torque proportional to ζM is generated in a direction opposite to torque M. If the ratio of the friction torque to the torque ζM is μ2, then this friction torque is μ2 ζM.

Therefore, a reaction torque of (1-μ2ζ)M, which is the sum of the torque M and the friction torque μ2ζM, is applied to the final reduction gear 1 around the axis extending in the longitudinal direction of the vehicle.

Similarly, the final reduction gear 1 generates a torque ζM around the drive wheel axle.
When trying to pitch by, the propulsion shaft and drive shaft 2
A relative angular displacement is caused by the universal joint 6 between the two.

At this time, since a torque of M is applied to the universal joint 6, the direction in which the propulsion shaft and the drive shaft 2 are returned to a straight line state, that is,
A frictional torque proportional to M occurs in the opposite direction to the torque ζM. The ratio of the friction torque to the torque M is μm
Then, this friction torque is μmM.

Therefore, the final reduction gear device 1 is subjected to a reaction force torque of (ζ-μm)M, which is the sum of the torque ζM and the friction torques μ and M, around the shaft extending in the vehicle width direction.

Here, the reaction torque (1-μ2ζ) M is the roll torque T
If l + % anti-cut torque (ζ - μl) M is the pinch torque TP, then these roll torque Ti + and pitch torque T
The resultant torque T of P has the magnitude T=M ((1-μ2
ζ)2+(ζ−μ) 211/2 (4) If tanα is the inclination of the direction with respect to the axis extending in the vehicle width direction, tanα=T), /Tp −( 1-μ2 ζ)/(ζ-μm) (5) A vector (referred to as a composite torque vector) is obtained.

Then, when the support points s, , S, and S of the final reduction gear device 1 are installed at arbitrary positions on the horizontal plane, the first . Second
In this case, the loads applied to the fourth support points St, SZ, and S3 are determined.

Here, since the final reduction gear device 1 attempts to undergo rotational displacement around the composite torque vector T, a plane orthogonal to the composite torque vector is considered and that plane is defined as a composite torque support surface.

Further, a plane perpendicular to the axis extending in the vehicle width direction is defined as an axle plane, and a central axis when the final reduction gear 1 is finally rolled is defined as a roll axis, and two orthogonal coordinate systems are considered.

The first coordinate system is an xy coordinate system consisting of the y-axis and the y-axis, with the roll axis itself as the y-axis (positive toward the rear of the vehicle), and the first resultant torque passing through the first support point Sl. Support surface SF
, and the y-axis is the origin ○. In a horizontal plane including the y-axis, the axis passing through the origin ○ and extending in the vehicle width direction perpendicular to the y-axis is defined as the y-axis (positive on the left side of the vehicle).

Another coordinate system is uv, which consists of the U axis and the y axis.
It is a coordinate system, and has the same origin as the xy coordinate system, and the y-axis (positive on the left side of the vehicle) is the line that intersects the first synthetic torque support surface SF and a horizontal plane including the y-axis.

An axis perpendicular to this y-axis and included in a horizontal plane that includes the y-axis is defined as a U-axis (the left side of the vehicle is positive).

First support point S1 in the xy coordinate system. Second support point S
2, the coordinates of the fourth support point S3 are S + (X +, y+), 5Z (X21yz), 53 (
X3+y3), and the first support point S in the uv coordinate system
8. If the second support point S2 and the fourth support point S3
The coordinates of S + (0, v 1), 5z (u 21 V z), S
3 (u 31 V 3).

Here, when the composite torque T is applied, the support reaction forces P, , P2 and P3 (upward direction is correct) applied to the fourth support points s, , S and S3, respectively ), an equation for the balance of force and moment in the uv coordinate system is created, and from the balance of each support reaction force, P+ +PR+P3 =O (6).

Also, from the balance of moments around the U axis, vl
P 1 + Vz P 2 + V3 P 3 =T
"="(7), and from the balance of moments around the V axis, uz Pz +u2 P3 =O-...(3
).

Therefore, if these equations (6) to (8) are solved as simultaneous equations, each support reaction force P+""Pz can be calculated as the following (9)1 to (9).
).

It becomes like the expression.

u3(Vz V) uz(Vz V+) Next, the first. In the second case, the fourth support point St, S
2 and S3 with the above load P1. The conditions under which only rolling displacement occurs in the final reduction gear 1 when Pz and P3 are applied are determined.

FIG. 7 shows the first gear in an ideal state in which the final reduction gear 1 does not pitch but only rolls around the y-axis, which is the roll axis. In the second case, the fourth support point s
, , S2 and S3 are shown in xz coordinates as seen from the front of the vehicle.

Note that the Z-axis is an axis that passes through the origin 0 and extends in the vertical direction of the vehicle, with the upper side being positive. Also, in Figure 7, Zl
+ ZZ and Z3 are the first. In the second case, the fourth
This is the vertical displacement of support points S2, 32, and S3.

In this xz coordinate system, the first . In the second case, the fourth support points Sz, 3K and S3
Since all the slopes from the y-axis are equal, X+
Xt Xz holds true.

And the first. In the second case, the fourth support point S1,
Assuming that the support rigidities of S2 and S3 are kt, kg, and 3, the vertical displacement positions □+Z2 and z3 are as follows (11), C11)2, and (II):l.

P.

zl= 1 T uz uzu 3 (V
! V +) u z (V 3 V +)
k I... (If) + 2 T us u 3 (V z V +) u z (V z V
+) k z・・・・・・(n)z 3 T uz ui(Vz V+) uz(Vs V+)
ks...OL Therefore, the above equation (10) is the above GO+~(1(13
It can be expressed as the following equation (12).

uz u3 Ll:+
uzX I X2
X3 In other words, if the above formula (12) holds,
Only rolling displacement will occur in the final reduction gear l.

Therefore, as in the invention described in claim (1), each support position of the final reduction gear device 1 (Xl+X2X in the above 0'IJ formula
3+u2 and u,), or as in the invention described in claim (2), each support position of the final reduction gear 1 and their support rigidity (kl+ in the above equation (12))
2 and 2), the above equation (12) will hold or almost hold true, so the roll torque TPI, which is the reaction torque around the drive shaft, and the reaction force around the drive wheel axle. Due to the pitch torque TP, only rolling displacement occurs in the final reduction gear 1, and no windup occurs in the final reduction gear 1, so the bending angle between the propulsion shaft and the drive shaft is extremely small. It's over.

Next, when the first support point S1 is installed at an arbitrary position, if the second support point S2 and the fourth support point Find the constraint conditions on the position of S3.

The first one is based on the y-axis, which is the roll axis. In the second case,
There are four possible positions for the fourth support points St, Sz and S3, as shown in FIGS. 8(a) to 8(d).

In other words, when all three points exist on the left side of the y-axis (see Figure 8 (a)), and when there are two points on the left side of the y-axis and one point on the right side of yIt11] (see Figure 8 (b) ), and there is one point on the left side of the y-axis and two points on the right side of the y-axis (see 8th point).
(see FIG. 8(C)) and a case where all three points exist on the right side of the y-axis (see FIG. 8(d)). Each case will be discussed below.

(I) When all three points are on the left side of the y-axis In the above equation (12), XI, X2, Xz > Q and k1, kz k:+>0, so the above equation (12) If the signs of all terms are positive, from the second term of a, u 2 > u 3 --Q
3L, and in the second term and case of equation (12), from the fourth term, u, > 0 and u 2 <O...''(1
3) z, but these two equations (13) and (13) are contradictory.

On the other hand, if the signs of all terms in equation (12) above are negative, (
12) From the first term of 2, uz < u3 (13
)3, and in the second term and case of equation (12), from the fourth term, u3<O and uz>O...(13)4
However, this formula (13):l and q3)4 is also contradictory.

Therefore, if all three points are on the left side of the y-axis, the above (1
2) The formula does not hold.

(■) When two points are on the left side of the y-axis and one point is on the right side of the y-axis. In the second case, the fourth support point S, , S
2 and S3 are commutative, so the support point on the right side of the y-axis is
3. Set the left support point to S2. Let's call it S3.

In the above equation (12), X, <o, Xz >o, Xz >Q, and k1, k2+ k3 >0, so if the signs of all terms in the above equation (12) are positive, ( 12) From the first term of the equation, uz u3<0 From the second term, u3>0 From the third term, -u2>Q Therefore, uz <O<u3 (13
).

becomes.

Also, above, rc! a2) If the signs of all terms in equation are negative, then from the first term of equation (12), uz −u= >0 From the second term, u,〈0 From the third term, uz<0. , u3<O<uz−・”G3)6.

From Equations (13) and (13)6 above, the two points on the left side of the y-axis must be located on opposite sides of the first synthetic torque support surface SF passing through the first support point Sl. It won't happen.

In the second case, the fourth support points S2 and S3
Since is commutative, the first resultant torque support surface SF.

If the second support point S2 is on the right side of the vehicle and the third support point S is on the left side of the vehicle with For the support point S, it must be that X,3〉0 and u3〉0.

(■) When one point is on the left side of the y-axis and two points are on the right side of the y-axis As described above, the first point. In the second case, since the fourth support points S, S2, and S3 are interchangeable, the right support points of the y-axis are assumed to be S1 and S'1, and the left support point is assumed to be 32.

In the above formula (12), XI<o, X2>o, XI<.

And, since + > 0 for k+, kg, if the signs of all terms in the above equation (12) are positive, from the first term of equation (12), uz-u:I<0 From the second term, u,〉0 From the third term, uz〈0, so 0 < u z < u, 3 +...+
+・Q3LI.

Also, if the signs of all terms in the above equation 09 are negative, (12
) From the first term of the equation, uz u3>0 From the second term, u, <0 From the third term, −u, >0 Therefore, u 3 < u z < O・”−(13) e. Become.

In the first case, since the fourth support points S1 and S3 are interchangeable, the left side of the vehicle is placed between the first support point and the second synthetic torque support surface SF passing through the second support point S2. S1, if the right side of the vehicle is the third support point S3, then from equation (13) 8 above, regarding the second support point S2, X2>0 and u
z<0, and regarding the third support point S3, x*<O and
u3<.

Must.

(■) When all three points are on the right side of the y-axis In the above equation (12), XI, Xz, X3 < 0 and k+, kg, kz > 0, so all of the above equation (12) If the sign of the term is positive, from the first term of equation (12), u, <u3 (13
).

In the second term of equation (12), from the fourth term, us<O and uz>0...0.

However, these (13) and a3) 1° formula are contradictory.

On the other hand, if the signs of all terms in equation (12) above are negative, (
12) From the first term of the formula, u z > u s ”'・
・'OL +, and if the second term of equation (12) and the fourth term, u,>0 and u2<O...-
(It becomes 13Lz, but this (13)□ and (13),
, the formula is also contradictory.

Therefore, if all three points are on the right side of the y-axis, the above (1
2) The formula does not hold.

From the proofs (1) to (IV) above, the final reduction gear 1 is
The first to third support points S are not rotationally displaced around the axis in the vehicle width direction, but only rotated around the axis in the longitudinal direction of the vehicle, that is, only subjected to rolling displacement.

The necessary conditions at the position ~S3 (conditions for all terms in the above equation (12) to have the same sign) can be summarized as follows.

That is, a first support point S1 is installed on the right side of the vehicle across the y-axis, which is the roll axis, a second support point S2 is installed on the left side of the vehicle across the y-axis, and in some cases, the fourth support point S is installed. In this case, the second support point S2 is the first resultant torque support surface S F +
It must be installed on the right side of the vehicle. In other words, the second
The support point S2 is located behind the first support point SI of the vehicle, and is located in an area ( Figure 9 (
It must be located within the shaded area in a).

When the third support point S is placed on the left side of the vehicle with respect to the y-axis, the third support point S3 must be placed on the left side of the vehicle with respect to the first synthetic torque support surface SF.
(corresponding to the invention described in claim (3)), the third support point S
, when disposed on the right side of the vehicle with respect to the y-axis, the third support point S, must be disposed on the right side of the vehicle with respect to the second synthetic torque support surface SF2 passing through the second support point (
(corresponding to the invention described in claim (4)). That is, the third support point S3 needs to be placed outside the shaded area in FIG. 9(b).

Therefore, the final reduction gear 1 is connected to the first. In the second case, the fourth support points S, S2 and S3 are elastically supported, and the support positions of the respective support points S+, S2 and S3 are Or claim (4)
When matched as in the invention described above, all terms in the above equation (12) have the same sign, and even if the composite torque T is generated, the final reduction gear l is difficult to undergo pitching displacement, and therefore the windup is extremely small. It's over.

FIG. 10(a) shows an example in which the supporting positions of each supporting point S, -S, are arranged according to the above constraint conditions, and FIG. 10(b)
) shows an example of placement that does not meet the constraint conditions.

In the case of FIG. 10(a), the first term of (12) 2 above is u
Since z uz > 0 and X < 0, it is negative, the second term is negative because u3 ku 0 and Therefore, as shown in FIG. 10(C), which is a view of FIG. 10(a) viewed from the front side of the vehicle, the signs of the inclinations of the support points S and -S from the y-axis are equal.

In addition, in the case of FIG. 10(b), the first term of the above equation (12) is negative because uz -u, >Q and x, <0, and the second term is u3〈0 and X2〉 0, so it is negative, and the third term is positive because uZ〉0 and x:+<0. As shown in , the sign of the slope of the third support point S3 is different from the sign of the slope of the first and second support points S1 and S2.

Therefore, when arranged according to the constraint conditions, the displacement in the Z direction (1 in Fig. 10 (C)
2) is clearly smaller than the front and rear Z-direction displacements of the y-axis (2□ in FIG. 10(d)) when the arrangement is made without conforming to the constraint conditions.

In other words, the slope of the y-axis when arranged according to the constraint conditions is
It is clearly smaller than that when placed without conforming to the constraints.

Next, under the above-mentioned constraint conditions of the support position, the first. In the second case, when the fourth support points S+, S2, and S are arranged, the support rigidity of each support point S, -S3 in order to make the pitching displacement of the final reduction gear device 1 zero is ~ Find 3.

Transforming the above equation (12), uz u:+ u:+
uzk kz
ky, so if we calculate the ratio of 1 to :l for each support rigidity, we get kl:kz :1'(:1 XI X2 Xi.Here, the first support point S1 and the second support point 32 (distance between the first synthetic torque support surface SF I and the second synthetic torque support surface SF2) is short, 2, and the second support point S2, the fourth support The distance in the U direction between points S3 (in the case of the second composite torque support surface SF2 and the fourth
The distance between the resultant torque support surface SF and the third support point S3 and the first support point S1) is L3, and the distance in the U direction between the third support point S3 and the first support point S1 (the distance between the third resultant torque support surface SF3 and the first resultant torque support surface S
F, the distance between E3. The distance in the X direction between the y axis as the roll axis and the first support point SI is XI, the distance in the X direction between the y axis and the second support point S2 is X2, and the distance between the y axis and the third support point SI is XI.
If the distance in the X direction between support point S3 and support point S3 is X3, then i1□−f! Since 1-X = X3 = k, :k.

No. 23 X, ffi.

uZ　　　　　1z3= 3 x, 3 In the end, the above formula 05) is :ni3 ffi31 lI□ Xz　X:1 x2p, □123 uZ　-u3 2 X3f22313 ...06) X.

11° 2 becomes.

In other words, the first. In the second case, the fourth support point S,
S2 and S are arranged at the support positions as shown in FIG. 9(b), and the support rigidity of each support point S+, S2 and S is set to 1. kg and 3, the above formula 06) (the above (1
) or 07) (corresponding to the invention set forth in claim (5)), only rolling displacement about the y-axis occurs in the final reduction gear device 1. become.

Furthermore, if the invention is as set forth in claim (6), the final reduction gear device 1
Since only rolling displacement occurs around the drive shaft 2, almost no displacement (tilt) of the drive shaft 2 occurs.

Furthermore, with the invention described in claim (7), the support position and support rigidity are adjusted such that only rolling displacement occurs in the final reduction gear due to the reaction torque around the drive shaft and the reaction torque around the drive wheel axle. Because the final reduction gear is elastically suspended from the vehicle body by alignment, even if the final reduction gear is displaced due to the influence of these reaction torques, the displacement of the drive shaft ((IJi))
can be suppressed.

FIG. 11 is a diagram for explaining in detail the invention described in claims (8) to 0. The theoretical background thereof will be explained below.

That is, the first support point S1 is placed on the front side of the vehicle (on the left side in the figure) with the axis of the output shaft 5 (coinciding with the axis of the drive wheel axle, not shown) in between, and the second support point S2 is placed on the front side of the vehicle (on the left side in the figure) A third support point S
3 is placed on the opposite side (upper side in the figure) of the reduction gear 4 across the axis of the drive shaft 2, and when the first support point SI is
If the distance between the fourth support points 33 in the vehicle width direction (vertical direction in the figure) is e1, and the axial center line of the drive shaft 2 is
If the distance in the vehicle width direction between the support points 33 is 82, the distance in the vehicle width direction between the fourth support points 33 is 82, the distance in the vehicle width direction between the fourth support points 33 is e, the first support point S1 and the second support point The distance in the vehicle longitudinal direction between the support points S2 (left and right directions in the figure) is d, the distance in the vehicle longitudinal direction between the first support point S1 and the fourth support point S3 is di, The axis passing through the third support point SI and parallel to the output shaft 5 is the y-axis (positive on the left side of the vehicle); the axis passing through the third support point S3 and parallel to the drive shaft 2 is the y-axis (positive on the rear of the vehicle); The intersection of the y-axis and the y-axis is defined as the origin 01.

Furthermore, the ratio (TP/'r, l) of the roll torque TR, which is the reaction torque around the drive shaft 2, and the pitch torque Tp, which is the reaction torque around the output shaft 5, is ζ2,
The support reaction forces acting on the support points S and ~S3 of are P1~P, respectively.
Set it to 3.

In addition, the friction torque generated by the universal joint between the propulsion shaft and the drive shaft 2 (μ, M shown in Fig. 6), and the friction torque generated by the universal joint between the output shaft 5 and the drive wheel axle (Fig. 6) If there is no influence from μ2ζM shown in , the torque ratio ζ2 will be equal to P: the final reduction ratio ζ of the speed reduction device 1 (that is, TP=M, TP=ζM).

The relationship between the forces around the y-axis is shown below as 08)1
It becomes like the expression.

Tl e lP 1 e P 2 = O...”
(18L) Also, the force relationship around the axis passing through the second support point S2 and parallel to the y-axis is expressed by the following equation 08)2.

d P+ +Tp + (d dz ) P:l =
0...08)2 Note that the weight of the final reduction gear 1 is ignored here.

This is because when the vehicle suddenly accelerates in first or second gear, roll torque TP and pitch torque Tp are much larger than the torque generated by the weight of final reduction gear 1.

Since the support reaction forces P, ~P, acting on the first to third support points 5l-33 have the relationship shown in equation (6) above,
The above formulas (6), (18)l and 08)□ are converted into P1 to P1
3, the following equations 09), , 09)2 and 09)3 are obtained.

In addition, D=-(ee-e
z) (d-d2)PIE= (end + (ez
e+)dz)PzF=(e ez)dP:+.

Furthermore, by rearranging the above equations (25) and (26), the following equations (27) and (28) (same as the above equations (2) and (3)) are obtained.

k3 ez e+ P+ To,' ez P.

k3 ez e P:1 k 2 e 2 P 2 That is, the first
- The support rigidity of the third support point 81 - S3 is 1 to 3 and the support position (i.e., e+ e, ez+ shown in FIG. 11).
d+d2) so as to satisfy the above equations (27) and (28), displacement of the axial center line of the drive shaft 2 is prevented regardless of fluctuations in the final reduction gear 1.

Therefore, according to the invention according to claim (8), #! is caused by the rolling displacement generated in the final reduction gear l by the drive shaft torque around the drive shaft 2 and the starting torque around the drive wheel axle 6. ! - Since the pitching displacement generated in the reduction gear device 1 is canceled out on the axial center line of the drive shaft 2, displacement of the drive shaft 2 (relative inclination with respect to the propulsion shaft) is prevented,
No bending force or the like that causes vibration or noise is generated at the joint between the drive shaft 2 and the propulsion shaft.

Next, e, e, , d>O and each support point S l
Since all of the support rigidities of S 3 are positive, let us consider the case where both equations (27) and (28) are satisfied.

First, considering equation (27), k:+/+>0
Therefore, if the right side of equation (1) is positive, ■
: 1-e, /e2>0 and -ζ2+ζz e I/e + d/e
> 0 and ζ, + d, / e - d / e
>0■:1e+/e2>Q and -ζ2+ζ2 el/e+ d/e<0 and ζ
2 + dz / e d / e < 0 ■: 1
e+/ez<Q and −ζ2+ζze 1/ e+d/e<
0 and ζ, +d, /e-d/e>0 ■: 1e+/ex<Q and -ζ2+ζz e + / e + d / e
> 0 and ζ2+d, /ed/e<0.

Let's consider each of ■～■.

For ■ to hold true, e, e
This condition is true if e is true.

Therefore, the above ■ holds true.

For ■ to hold true, therefore ez e
e If e is true, this condition is false. Therefore, the above condition (2) does not hold true.

For ■ to hold true, ez e
This condition is true if e is true.

Therefore, the above ■ holds true.

In order for ■ to hold true, it follows that e, e
This condition is true if e is true. Therefore,
The above ■ holds true.

Next, consider the formula (2nd) above.

Here, el+dZ≧0 (however, if el and d2 are both zero, the support positions of the first support point S1 and the fourth support point S will coincide, which is impossible. Therefore, if we add the condition (28) above,
ζze+/e+d2/e on the right side of the equation is always positive.

Therefore, the condition for the above equation (28) to hold is: ■: 1-e
/ez>Q and ζ2-ζze+/e d/e >Q■:1-e
/e, <0 and ζ2-ζze+/e d/e <Q.

If we transform these ■ and ■ so that they are easier to compare with the above ■, ■, and ■, we get ez e e ez e
It becomes e.

In other words, in order for the above equations (27) and (28) to both hold true, a non-contradictory combination should exist between the above (2) and (2) and the above (2) and (2).

If we pay attention to the conditions in the second half of (1) and (2) above, it can be seen that the combination of (2) and (2) and the combination of (2) and (2) do not contradict each other.

The conditions for both ■ and ■ to hold true are: e e is true.

As a first example where this condition is true, for example, since the torque ratio ζ2-(ζ-μ, )/(1-μ2ζ),
Select the final reduction ratio ζ appropriately to set the torque ratio ζ2 to 4, and e 4. e2. ez 2. e, and from the above equations (27) and (28),
kl : 2 : , = 4 : 3 : 1.

Also, as a second example where the above condition is true, the torque ratio ζ
A case can be considered in which 2 is set to 4, and from the above equations (27) and (28), k,:2:3=15:1.

In the above two examples, since e, << e (or e-〇) and d2=d, the first. In the second case, the fourth support point S1. The supporting positions of Sz and S3 are defined in the claims (
This invention corresponds to the invention described in 9).

From this, even if the above (27) and (28) 2 are not strictly satisfied, as in the invention described in claim (9), each support point S, , S2, and S3 can be set as described above. At the same time, if the support rigidity of the third support point S3 is set to 3, the support rigidity of the first support point S is set to 1, and the support rigidity of the second support point S2 is set to be relatively lower than 2. The rolling displacement that occurs in the final reduction gear device 1 due to the drive shaft torque around the drive shaft 2 and the pitching displacement that occurs in the final reduction device 1 due to the starting torque around the drive wheel axle substantially cancel each other out on the axial center line of the drive shaft 2. As a result, the displacement of the drive shaft 2 (relative inclination to the propulsion shaft) is reduced, and almost no bending force that causes vibration or noise is generated at the joint between the drive shaft 2 and the propulsion shaft. do not.

Furthermore, as a third example that satisfies the above and ■, for example, a case can be considered where the torque ratio ζ2 is set to 4, and from the above equations (27) and (28), kl :kz
: to 3=1:2:1.

In this example, since el = 0 and d2 times d,
1st. In the second case, the support positions of the fourth support points S1, S2, and S3 correspond to the invention described in claim (I+).

From this, even if the above (27) and (28) 2 are not strictly satisfied, each support point St, Sz, and S3 can be arranged as described above, as in the invention described in claim 01). In addition, when the support rigidity of the first support point S1 is 1, the support rigidity of the fourth support point S is set to be relatively lower than the support rigidity of the second support point S2 by 2. Ba,
The same effect as in claim (9) can be obtained.

On the other hand, the condition for both ■ and ■ to hold true is e. Under this condition, since ez < e, the first
The supporting point Sl is now located on the reduction large gear 5 side across the axial center line of the drive shaft 2, and since d2<<d, the third supporting point S3 is located across the drive wheel axle 4. It will be located at the front of the vehicle.

Therefore, as a first example that satisfies the above conditions, for example,
When the torque ratio ζ2 is 4 and
It becomes 2:13:15.

Furthermore, as a second example that satisfies this condition, d2-0
Then, from equations (27) and (28) above, k, :k
z: 3=l15.

In these examples, e+ = e and dz<<d (or d
2=O), so the first. In the second case, the support positions of the fourth support points St, Sz and S3 are as defined in claim (
10) Corresponds to the invention described.

From this, even if the above formulas (27) and (28) are not strictly satisfied, each support point St, St, and S3 can be arranged as described above, as in the invention described in claim On). In addition, if the support rigidity of the first support point S1 is 2 times the support rigidity of the second support point S2, then the support rigidity of the fourth support point S3 is made relatively lower than 3. , the same effect as in claim (9) can be obtained.

Note that, as in the invention according to any one of claims (9) to (11), each support point S1. Even if Sz and S3 are arranged, if the above formulas (27) and (28) are naturally satisfied (that is, the invention as claimed in claim (12)), the above claim ( 8) The same effect as the invention described above can be obtained.

Further, as in the invention described in claim (13), each support point S
, , S2 and S are arranged in a plane that includes the axis of the drive shaft 2, the above equations (27) and (28) are more strictly satisfied, so the displacement of the drive shaft 2 is It gets even smaller.

According to the invention described in claim (13), even if the final reduction gear device 1 is suspended at the fourth support point along with the first to third support points 5l-3:l, the If the support rigidity of the support point 4 is made relatively lower than that of the other support points SI+82 and S3, the above-mentioned constraint conditions of the support position and the above (27) and (28) )
2 is substantially satisfied, the drive shaft 2 is prevented from being displaced greatly.

In addition, when the final reduction gear 1 is suspended directly on the vehicle body or on a member rigidly attached to the vehicle body, the support position and support rigidity of each support point should be determined by considering only the displacement of the final reduction gear 1. However, when the final reduction gear 1 is suspended on a member that is elastically attached to the vehicle body, the support points should be adjusted in consideration of the displacement of the final reduction gear 1 in consideration of the displacement of the member. The support position and support rigidity must be matched.

Here, the conditions of +, kz, and 3 for the support rigidity shown in claim (5), and the conditions of +, 2, and 3 for the support rigidity shown in claim (8) and θ2), The content is the same, that is, the above formula 06) and the above (27) and (28)
prove that the two are substantially the same.

FIG. 12 shows each composite torque support surface S F shown in FIG.
+~SF, and X which is the same as the xy coordinate system in Figure 11
6 is a diagram in which the y-axis (roll axis) in FIG. 6 is aligned with the axial center of the drive shaft 2 and drawn as the yl-axis, while showing the y2 coordinate system superimposed on the y2 coordinate system.

When the above equation 06) is transformed into the same form as the above equations (27) and (28), the following equations (29) and (30) are obtained.

kx X1j2z+42+z k+ X3 '12xlz+
Since equations 7) and (28) are positive values, the following (31)
and (32).

......(31) ......(32) In other words, the above equations (29) and (31) are equal, and
If we derive that the above equation (30) and (32) 2 are equal, then
It has been proven.

Therefore, each composite torque support surface SF, , SF, and SF3
The distances l12, C23 and h131 between, respectively, are χ
Let's express it as ,y.

That is, since the V-axis is orthogonal to the composite torque vector T, the direction vector of the straight line included in each composite torque support surface SF, SF, and SF3 and parallel to the V-axis shown in FIG. (1, C2).

Then, the equation of a straight line passing through any point (x+, y+) and having a direction hector of (1, C2) is C2(x-x,
)-Cy-y+)=.

Therefore, ζ2X Y−ζz XI +3'+ =o...
...(33). Also, any point (xz, yz)
From this, the leg length 10 of the perpendicular line drawn to the straight line ax+by+c=o is as follows.

In other words, from (33) above, a=ζz, b""1, C=
-ζzX++')'+, so from the above equation (34), the distances p, □, 12. and Ll are (35) (3) below.
5L and (35) can be expressed as 3 equations.

These (35), , (35)2 and (35)3 coordinate systems are converted.

That is, as shown in FIG. x, -Xz = e, -e y+ -yz=Oa= d Second, Vz Because it is, Above (35) ceremony, becomes.

Also, 2 3 = e yz y3 =d 2 Because it is, Above (35) z ceremony, becomes.

and, 3 =O I 3 =d2 Because it is, (35) 1 above ceremony, becomes.

Therefore, Ll -ζ2 I d2 ζ2e /e -d z/e I2 223 ζ, (e, -e)+d ζ, e-d+d2 ζze17e-ζ, +d/e ζz d / e +dz/ e And the above (37 ) into the above equation (29), k:l XI Lz kl I3 f31 yz-ell 2 C2+ζzel/e +d/e ζ! +d2/e d/e, which is understood.

Also, then, the equations (29) and (31) above will fail once.
Substituting equation (38) into equation (30) above, we get 3 to 2 L f port 3121 e21 1 ζget/e+d, /e, and the above (
It can be seen that equation (30) and equation (32) match.

That is, in the invention described in claim (5), each support point 31 when the roll shaft is aligned with the axis of the drive shaft 2.
The matching relationship of 3 to 3 with the support position and support rigidity of ~S3 produces substantially the same result as the invention described in claim (8) or (12).

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

1 and 2 show a first embodiment of the present invention,
FIG. 1 is a partially cutaway side view of a final reduction gear unit 1 for a vehicle, and the left side of the figure is the front side of the vehicle. FIG. 2 is a partially cutaway side view of the final reduction gear device 1. FIG.

Note that members equivalent to the configuration shown in FIG. 6 above include:
The same reference numerals are used to omit the explanation, and since the internal structure of the final reduction gear l is the same as that in FIG. 6, illustration thereof is omitted.

The tip of the drive shaft 2 is connected to the rear end of the propulsion shaft 9 via a universal joint 6 such as a cardan joint, so that the driving force of the engine (not shown) is transmitted to the rear end of the propulsion shaft 9 and the universal joint 6. is transmitted to the drive shaft 2 via.

The rotational force of the drive shaft 2 is decelerated and directed by a reduction gear device consisting of a small reduction gear 3 and a large reduction gear 4 shown in FIG. 6, and is transmitted to the left and right output shafts 5.5. Ru.

The rotational force of the output shaft 5.5 is transmitted via the universal joint 7.7 to a drive wheel axle 8.8 connected to left and right drive wheels (not shown).

At this time, in addition to the reaction torque (M and ζM shown in FIG. 6) input to the drive shaft 2 and output shaft 5, the final reduction gear 1 receives the bending resistance torque ( The friction torques μ3M and μ2ζM shown in FIG. 6 are input. This means that the rotational force input to the drive shaft 2 is applied to the universal joint 6.
This is because the rotational force applied manually to the output shaft 5 is input to the universal joint 7, respectively.

The direction in which the universal joint 6 is bent is around the X-axis because the final reduction gear unit 1 attempts to rotate within a plane perpendicular to the y-axis due to the reaction torque around the output shaft 5. Furthermore, the direction in which the universal joint 7 is bent is
This is around the X-axis because the final reduction gear 1 attempts to rotate within a plane perpendicular to the y-axis due to the reaction torque around the drive shaft 2.

Therefore, the reaction torque applied to the final reduction gear 1 is the reaction torque M around the X-axis due to the rotational force input to the drive shaft 2.
, minus the bending resistance torque due to the universal joint 7, and around the X axis, the reaction torque due to the rotational force applied manually to the drive wheel axle 8 minus the bending resistance torque due to the universal joint 6. Therefore, the roll torque TR, which is the total reaction torque around the drive shaft 2, is
(I-μ2ζ)M, and the pitch torque TP, which is the total reaction torque around the output shaft 5 (drive wheel axle 8), is
(ζ-μm)M.

On the other hand, the final reduction gear 1 has the first. In the second case, the fourth
It is suspended from members 11 and 12 connected to the vehicle body (not shown) at support points St, St, and S, respectively.

The first support point S has an elastic bush 13 made of an elastic member such as rubber, a pin, etc., thereby elastically suspending a part of the final reduction gear 1 on the member 11.

In addition, when the second support point S2 and the fourth support point S
3, similarly to the first support point Sl, a part of the final reduction gear l is elastically attached to the member 12 via an elastic bushing 14 or 15 made of an elastic member such as rubber or a bottle or the like. It is suspended.

The supporting positions of the first to third supporting points S+""S3 are arranged so as to satisfy the conditions shown in FIGS. 9(a) and 9(b). In other words, the roll axis of the final reduction gear 1 exists between the first support point S1 and the second support point S2, and the resultant torque support surface passing through the first support point St is located between the second support point S1 and the second support point S2. The composite torque support surface that passes to the left of the vehicle from S2 and passes through the second support point S2 passes to the left of the vehicle from the third support point S3.

Therefore, even if the final reduction gear 1 is displaced due to a sudden start of the vehicle, etc., the drive shaft 2 is unlikely to undergo pitching displacement, and the angular displacement of the universal joint 6 can be kept very small, reducing vibration and noise. . In addition, when a flexible joint is used for the universal joint 6, the angle change can be suppressed, so
Its durability will be significantly improved.

Then, when the support positions of the first to third support points S, ~S3 and their support rigidities are matched to 1~ so as to satisfy the above 06) or 07), the final reduction gear 1
Since the pitching displacement can be further reduced, the above-mentioned reduction in vibration and noise and improvement in durability become even more remarkable.

In addition, as a means to vary the support rigidity from 1 to 3,
For example, a method of adjusting the shape and dimensions of the rubber constituting each elastic bushing 15, 16 and 17, a method of adjusting the amount of carbon contained in the rubber to change its hardness, or a method of changing the vulcanization conditions of the rubber. There are various means such as .

FIG. 3 is a diagram showing a second embodiment of the present invention, and is a plan view schematically showing the final reduction gear device l.

As shown in the figure, in this embodiment, each support point 51
The support positions of ~S3 correspond to the invention described in claim (9).

That is, in the dimensional relationship shown in FIG. 11, ezO and d
2=d, and the first support point S1 is located on the front side of the vehicle across the axial center line of the drive wheel axle 8 and on the opposite side of the reduction gear large gear 4 across the axial center line of the drive shaft 2. The second support point S2 is placed on the rear side of the vehicle across the axial center line of the drive wheel axle 8 and on the reduction large gear 4 side across the axial center line of the drive shaft 2,
The support point S3 is disposed on the rear side of the vehicle across the axial center line of the drive wheel axle 8 and on the opposite side of the reduction large gear 4 across the axial center line of the drive shaft 2.

Support rigidity k of each support point St"""Si in this case.

As for the ratio of ~ to 3 and the other dimensions of the support points 31 to S3 (e, ez, d shown in FIG. 11), for example, the second example that satisfies the above-mentioned relationships and ■ is selected.

Then, the above conditions (e+=o, d, =d) are changed to the above (27
) and (28), the following (39) and (
40) Equation is obtained.

In other words, when each support point 31 to S is arranged as shown in FIG. 3, and e1=0 and d=d,
Their support rigidity is 1 to 3 and the support position (e, ez, d
) are aligned so as to satisfy (39) and (4o) 2 above, the rolling displacement generated in the final reduction gear 1 by the drive shaft torque (roll torque TP) around the drive shaft 2 and the drive wheel The pitching displacement generated in the final reduction gear device 1 due to the starting torque (pitch torque TP) around the axle 8 is substantially canceled out on the axial center line of the drive shaft 2, and the drive shaft 2 comes to maintain a horizontal state.

As a result, even if the final reduction gear 1 is displaced due to starting torque or the like when the vehicle suddenly starts, the drive shaft 2 will not be displaced, and the angle change of the universal joint 6 can be kept very small. Effects equivalent to those of the first embodiment described above can be obtained.

In addition, in the configuration of FIG. 3, when el≧0, the support rigidity of each support point S, ~S3 has a ratio of 3 to ~,
Other dimensions of support points S1 to S (e+ shown in FIG. 11)
As eI+ez+d), for example, the first example that satisfies the above-mentioned relationships ■ and ■ may be selected.

Furthermore, when each of the support points S1 to S3 is arranged as shown in FIG. If the support rigidity of the point S3 is made relatively lower than the support rigidity of the first support point S and the support rigidity of the second support point S2 than 2, the above (39) and (40) 2 is satisfied, the displacement of the drive shaft 2 becomes small.

FIG. 4 is a diagram showing a third embodiment of the present invention, and similar to FIG. 3, it is a plan view schematically showing the final reduction gear device 1. FIG.

That is, in this embodiment, the support positions of each support point S, ~S, are made to correspond to the invention described in claim Q[l],
In the dimensional relationship shown in Fig. 11, e1=O, d, =O
In this case, the first support point S is disposed on the front side of the vehicle across the axial center line of the drive wheel axle 8 and on the deceleration large gear 4 side across the axial center line of the drive shaft 2, and the second A third support point S2 is disposed on the rear side of the vehicle across the axis line of the drive wheel axle 8 and on the reduction large gear 4 side across the axis line of the drive shaft 2.

is arranged on the front side of the vehicle across the axial center line of the drive wheel axle 8 and on the opposite side from the reduction large gear 4 across the axial center line of the drive shaft 2. The other configurations are the same as those of the first embodiment.

Support rigidity k of each support point S, ~S3 in this case.

As for the ratio of 3 to 3 and the other dimensions of the support points S, -S (e, e, d shown in Fig. 11), for example, the second example that satisfies the relationships of ■ and ■ mentioned above can be used. Select.

Then, the above conditions (e+ = e, dz = O) are changed to the above conditions (
By substituting into 27) and (28), the following equations (41) and (42) are obtained.

In other words, when each support point SI"S3 is arranged as shown in FIG. and (42
), the same effect as in the first embodiment can be obtained.

In addition, in the configuration of FIG. 4, when d2>0, the ratio of 1 to 3 for the support rigidity of each support point S l''S :+ and the other dimensions of support points 51 to S ( As e* ez l d+ d2 ) shown in FIG. 11, for example, the first example that satisfies the above-mentioned relationships ■ and ■ may be selected.

Furthermore, if the support points 31 to S3 are arranged as shown in FIG. 4, even if the above equations (41) and (42) are not strictly satisfied, the first support The support rigidity of the point Sl is the support rigidity of the second support point St! In this case, if the support rigidity of the fourth support point S3 is made relatively lower than 3, the above equations (41) and (42) are approximately satisfied, so that the displacement of the drive shaft 2 becomes small.

FIG. 5 is a diagram showing a fourth embodiment of the present invention, and, like FIG. 3, is a plan view schematically showing the final reduction gear device 1. FIG.

That is, in this embodiment, the support positions of the support points S, to S3 correspond to the invention described in claim (11), and in the dimensional relationship shown in FIG. 11, the first support point S1 is It is arranged on the front side of the vehicle across the axial center line of the drive wheel axle 8 and on the opposite side of the reduction large gear 4 across the axial center line of the drive shaft 2, and the second support point St is connected to the axis of the drive wheel axle 8. The third support point S3 is placed on the rear side of the vehicle across the core line and on the reduction large gear 4 side across the axis line of the drive shaft 2, and the third support point S3 is placed on the front side of the vehicle across the axis line of the drive wheel axle 8. Further, the distance e in the vehicle width direction between the first support point s1 and the third support point S is disposed on the opposite side of the large reduction gear 4 across the axial center line of the drive shaft 2.

is set to zero. The other configurations are the same as those of the first embodiment.

In this case, the ratio of the support rigidity of each support point S1 to S, from 1 to 3, and the other dimensions of the support points 31 to S3 (e+ez+d+d2 shown in FIG. 11) are as follows:
For example, select the third example that satisfies the above-mentioned relationships and (2).

Then, the above condition (e+=o) is changed to the above (37) and (3).
By substituting into equation 8), the following equations (43) and (44) are obtained.

In other words, when the support points SI to S3 are arranged as shown in FIG. 5, their support rigidity is 3 and the support positions (e, ezd, d2 shown in FIG. 11) are as follows.
If the above equations (43) and (44) are matched so as to satisfy them, the same effects as in the first embodiment can be obtained.

In addition, when each support point S, ~S3 is arranged as shown in FIG. 5, even if the above equations (43) and (44) are not strictly satisfied, the first If the support rigidity of the support point S1 is equal to the support rigidity of the fourth support point S3, then the support rigidity of the second support point S2 is k.

If it is made relatively lower than , the above equations (43) and (44) are approximately satisfied, so the displacement of the drive shaft 2 becomes small.

Furthermore, in the second to fourth embodiments, each support point S,
If all of ~S3 are arranged within a plane that includes the axis of the drive shaft 2, the above (37) and (38) ((39) and (4
0), (41) and (42), (43) and (44))
The formula is more strictly satisfied (i.e., the above (37
) and (38) are equations derived based on the assumption that two points on the axial center line of the drive shaft 2 exist within a plane including each of the support points S1 to S3. ), it becomes possible to further reduce the displacement of the drive shaft 2.

However, even if each support point S, ~S3 is slightly deviated from within the plane containing the axis of the drive shaft 2, the above (27
) and (28) are substantially satisfied, the displacement of the drive shaft 2 can be made smaller than in the conventional suspension structure.

Although not particularly illustrated, in the first to fourth embodiments, together with the first to third support points S1 to S,
When the final reduction gear unit 1 is suspended on the vehicle body using the fourth support point, the support rigidity of the fourth support point is set to the other support point S.
, ~If the support rigidity of ~S3 is made relatively lower than 1~3 than 3, the relationships of the above equations (16) and (17), or equations (37) and (38) can be approximately satisfied. become.

Therefore, the displacement of the drive shaft 2 can be kept small.

Note that the support positions of each of the support points S1 to S3 are not limited to the numerical values (ratios) selected in each of the above embodiments, and of course, other numerical values may be used. Depending on the case, in the configuration of FIG. 3 or FIG. 5, el may be set to 0.

[Effects of the Invention] As explained above, according to the present invention, the displacement (inclination) of the drive shaft 2 can be suppressed to a minimum, so that the joint portion between the drive shaft and the propulsion shaft, and the This has the effect of reducing vibrations and noise that occur in universal joints and the like.

In particular, if the invention is as claimed in claims (6) to (13),
Since only rolling displacement around the drive shaft occurs in the final reduction gear, the displacement (tilt) of the drive shaft can be further reduced, and as a result, the joint between the drive shaft and the propulsion shaft and the This has the effect of further reducing vibrations and noise that occur in the universal joints and the like that make up the shaft.

[Brief explanation of the drawing]

FIG. 1 is a partially cutaway side view showing the structure of a first embodiment of the present invention, FIG. 2 is a partially cutaway side view of this embodiment, and FIG. 3 is a schematic structure showing a second embodiment of the present invention. 4 is a schematic block diagram showing a third embodiment of the present invention, FIG. 5 is a schematic block diagram showing a fourth embodiment of the present invention, and FIG. 6 is for explaining the theoretical background of the present invention. 7 is a diagram showing the displacement state of the first to third support points when in the theoretical support state,
Figures 8 (a) to (d) are diagrams showing the arrangement patterns of three support points, Figures 9 (a) and (1)) are diagrams showing the constraint conditions of the support positions, and Figures 10 (a) and (C) is a diagram showing an example in which the constraint conditions are satisfied, Figures 10 O) and (d) are diagrams in which the constraints are not satisfied, and Figure 11 is a schematic configuration diagram explaining the theoretical background of the present invention. , FIG. 12 is a diagram explaining the theoretical background of the present invention. ■... Final reduction gear, 2... Drive shaft, 3... Reduction small gear, 4... Reduction large gear, 5... Output shaft, 6, 7...
...Universal joint, 8...Drive wheel axle, 11.12...
Member (vehicle body), 13.14.15...Elastic bushing, Sl...first support point, S2...second support point,
S3: Third support point, TR: Roll torque (reaction torque around the drive shaft), TP: Pitch torque (reaction torque around the drive wheel axle), T: Bottom torque Vector, SF, ...first composite torque support surface, SF
,...Second composite torque support surface, SF3...Third joint torque support surface Fig. 3q Fig. 4 Fig. 5

Claims (1)

[Scope of Claims] (1) A final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the vehicle longitudinal direction to a drive wheel axle connected to a drive wheel and extending in the vehicle width direction. In the suspension structure, support positions are aligned so that only rolling displacement occurs in the vehicle final reduction gear due to reaction torque around the drive shaft and reaction torque around the drive wheel axle. A suspension structure for a final reduction gear for a vehicle, characterized in that the device is elastically suspended on a vehicle body. (2) A suspension structure for a final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the vehicle longitudinal direction to a drive wheel axle connected to a drive wheel and extending in the vehicle width direction, wherein the drive The support position and support rigidity are matched to make the final reduction gear for a vehicle elastic so that only rolling displacement occurs in the final reduction gear for a vehicle due to the reaction torque around the shaft and the reaction torque around the driving wheel axle. A suspension structure for a final reduction gear for a vehicle, characterized in that it is suspended on a vehicle body. (3) A suspension structure for a final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the longitudinal direction of the vehicle to a drive wheel axle connected to the drive wheels and extending in the vehicle width direction, wherein the vehicle A final reduction gear for use is elastically suspended on the vehicle body at first, second, and third support points, and the first and second
A roll axis parallel to the drive shaft is set between the support points of a first composite torque support surface that is orthogonal to a composite torque vector of reaction torques around the drive wheel axle and passes through the first support point; and an axle that is perpendicular to an axis extending in the vehicle width direction and includes the roll axis. The third support point is located in a region sandwiched by a plane at an acute angle, and the third support point is on the opposite side of the second support point across the first synthetic torque support surface, and A suspension structure for a final reduction gear for a vehicle, characterized in that the suspension structure is located on the same side as the second support point across a plane. (4) A suspension structure for a final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the longitudinal direction of the vehicle to a drive wheel axle connected to the drive wheels and extending in the vehicle width direction, wherein the vehicle A final reduction gear for use is elastically suspended on the vehicle body at first, second, and third support points, and the first and second
A roll axis parallel to the drive shaft is set between the support points of a first composite torque support surface that is orthogonal to a composite torque vector of reaction torques around the drive wheel axle and passes through the first support point; and an axle that is perpendicular to an axis extending in the vehicle width direction and includes the roll axis. The third support point is located within a region sandwiched by a plane at an acute angle, and the third support point is located across a second resultant torque support surface that is orthogonal to the resultant torque vector and passes through the second support point. A suspension structure for a final reduction gear for a vehicle, characterized in that the suspension structure is located on the opposite side to the first support point and on the same side as the first support point across the axle plane. (5) The distance in the vehicle width direction between the roll shaft and the first support point is X_1, the distance in the vehicle width direction between the roll shaft and the second support point is X_2, and the distance between the roll shaft and the third support point is X_1. The distance in the vehicle width direction between the points is X_3, the distance between the first resultant torque support surface and the second resultant torque support surface is l_1_2, and the distance between the second resultant torque support surface and the resultant torque vector is orthogonal to The distance between the third resultant torque support surface passing through the third support point is l_2_3, and the distance between the third resultant torque support surface and the first resultant torque support surface is l_3.
_1, the support rigidity of the first, second and third support points is k
_1, k_2 and k_3, k_1:k_2:k_3 = (1/X_1l_3_1l_1_2):(1/X_2
l_1_2l_2_3): (1/X_3l_2_3l_
3_1), the first and second
, the support position of the third support point and the support rigidity k_1, k
Claim (3) or (4) in which ___2 and k_3 are aligned
The suspension structure of the final reduction gear for a vehicle according to any one of the above. (6) Claim (3) in which the roll axis is aligned with the axis of the drive shaft
The suspension structure for a final reduction gear for a vehicle according to any one of ) to (5). (7) A suspension structure for a final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the vehicle longitudinal direction to a drive wheel axle connected to a drive wheel and extending in the vehicle width direction, wherein the drive The support position and the support rigidity are matched so that the reaction torque around the shaft and the reaction torque around the driving wheel axle cause only rolling displacement around the drive shaft in the final reduction gear for the vehicle. A suspension structure for a final reduction gear for a vehicle, characterized in that the final reduction gear is elastically suspended on a vehicle body. (8) A final reduction gear for a vehicle that transmits the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheel axle connected to the drive wheel and extending in the width direction of the vehicle via a reduction gear device. In the suspension structure, the final reduction gear for a vehicle is elastically suspended on the vehicle body at first, second, and third support points, and the first support point is sandwiched between the axis of the drive wheel axle. The second support point is placed on the front side of the vehicle, the second support point is placed on the rear side of the vehicle, and the third support point is placed on the opposite side from the large reduction gear of the reduction gear device, with the axis of the drive shaft interposed therebetween. In addition, the second support point is arranged on the reduction large gear side, and the support rigidity of each of the first, second, and third support points is k_1, k_2, and k_3, and the reaction force around the drive shaft is Torque T_R and reaction torque T_P around the drive wheel axle
The ratio T_P/T_R is ζ_2, the distance in the vehicle width direction between the first and third support points is e_1, and the distance in the vehicle width direction between the axial center line of the drive shaft and the third support point is e_2
, the distance in the vehicle width direction between the second and third support points is e
, when the distance in the vehicle longitudinal direction between the first and second support points is d, and the distance in the vehicle longitudinal direction between the first and third support points is d_2, [k_3/k_1]= (1-e_1/e_2) {[-ζ
_2+ζ_2e_1/e+d/e]/[ζ_2+d_2
/e-d/e]}[k_3/k_2]=(1-e/e_
2) {[ζ_2-ζ_2e_1/e-d/e]/[ζ_
2e_1/e+d_2/e]}, the support positions of the first, second, and third support points and the support rigidities k_1, k_2, and k_3 are matched. Suspension structure of final reduction gear. (9) A final reduction gear for a vehicle that transmits the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheel axle connected to the drive wheel and extending in the width direction of the vehicle via a reduction gear device. In the suspension structure, the final reduction gear for a vehicle is elastically suspended on the vehicle body at first, second, and third support points, and the first support point is sandwiched between the axis of the drive wheel axle. The second and third support points are arranged on the front side of the vehicle, and the second and third support points are arranged on the rear side of the vehicle, and the first and third support points are connected to the reduction large gear of the reduction gear device with the axis of the drive shaft in between. and the second support point is placed on the side of the reduction gear, and further, the support rigidity of the third support point is higher than the support rigidity of the first and second support points. A suspension structure for a final reduction gear for a vehicle, characterized by a relatively low suspension structure. (10) A final reduction gear for a vehicle that transmits the rotational force of the drive shaft connected to the propulsion shaft and extending in the longitudinal direction of the vehicle to the drive wheel axle connected to the drive wheel and extending in the width direction of the vehicle via a reduction gear device. In the suspension structure, the vehicle final reduction gear is elastically suspended on the vehicle body at first, second, and third support points, and the first
and a third support point is disposed on the front side of the vehicle, and the second support point is disposed on the rear side of the vehicle, and the third support point is placed on either side of the axis of the drive shaft to provide a large deceleration of the reduction gear device. The first and second support points are arranged on the side opposite to the gear, and the first and second support points are arranged on the side of the reduction large gear, and the support rigidity of the first support point is
A suspension structure for a final reduction gear for a vehicle, characterized in that the support rigidity of the second and third support points is relatively lower than that of the second and third support points. (11) A final reduction gear for a vehicle that transmits the rotational force of a drive shaft connected to a propulsion shaft and extending in the longitudinal direction of the vehicle to a drive wheel axle connected to the drive wheel and extending in the width direction of the vehicle via a reduction gear device. In the suspension structure, the vehicle final reduction gear is elastically suspended on the vehicle body at first, second, and third support points, and the first
and a third support point is arranged on the front side of the vehicle, the second support point is arranged on the rear side of the vehicle, and the first and third support points are connected to the reduction gear device with the axis of the drive shaft in between. The second support point is arranged on the side opposite to the reduction gear, and the distance between the first and third support points in the vehicle width direction is zero, and the A suspension structure for a final reduction gear for a vehicle, characterized in that the support rigidity of the first and third support points is relatively lower than the support rigidity of the second support point. (12) The support rigidities of the first, second, and third support points are k_1, k_2, and k_3, and the ratio of the reaction torque T_R around the drive shaft and the reaction torque T_P around the drive wheel axle is T_P/T_R. ζ_2, the distance in the vehicle width direction between the first and third support points is e_1, the distance in the vehicle width direction between the axial center line of the drive shaft and the third support point is e_2, the second and third support points are e is the distance in the vehicle width direction between the third support points; d is the distance in the vehicle longitudinal direction between the first and second support points; and distance in the vehicle longitudinal direction between the first and third support points. d_
2, then [k_3/k_1]=(1-e_1
/e_2) {[-ζ_2+ζ_2e_1/e+d/e]
/[ζ_2+d_2/e-d/e]}[k_3/k_2
] = (1-e/e_2) {[ζ_2-ζ_2e_1/e
-d/e]/[ζ_2e_1/e+d_2/e]}, the support positions of the first, second, and third support points and the support rigidities k_1, k_2, k_3
The suspension structure for a final reduction gear for a vehicle according to any one of claims (9) to (11), wherein the following are matched. (13) Suspension of a final reduction gear for a vehicle according to any one of claims (8) to (12), wherein the first, second, and third support points are arranged within a plane that includes the axis of the drive shaft. structure. (14) When the vehicle final reduction gear is suspended at the fourth support point together with the first, second, and third support points, the fourth
Any one of claims (3) to (6) and (8) to (13), wherein the support rigidity of the support point is relatively lower than the support rigidity of the first, second, and third support points. The suspension structure of the final reduction gear for a vehicle described in .